Engine-valve.



No. 644,328. Patented Feb. 27, I900. H. M. LANE.

ENGINE VALVE.

(Application filed July 26, 1899.) (No Model.) 3 Sheets-Sheet l.

wnuasses: I INVENTOR fmzz v 0 BY Patented Feb. 27, I900. H. M; LANE.

ENGINE VALVE.

(Applicatiun filed July 26, 1B99.\

3 Sheets-Sheet 2.

(No Model.)

WITNESSES:

Patented Feb. 27, I900.

H. M. LANE.

ENGINE VALVE.

(Application filed July 26, 1899.) (No Model.) 3 Sheets-8heet 3 v ms NORRIS warms w. momuma. msnmaron. u. c

UNITED STATES PATENT Enron.

HENRY M. LANE, OF NORIVOOD, OHIO.

ENGINE-VALVE.

SPECIFICATION forming part of Letters Patent No. 644,328, dated February 27, 1900. Original application filed February 2'7, 1899, Serial No. 796,911. Divided and this application filed July 26, 1899. gerial To all whom it may concern:

Be it known that I, HENRY M. LANE, a citizen of the United States, residing in Norwood, in the county of Hamilton and State of Ohio, have invented a certain new and useful Improvementin Corliss-Engine Valves, of which the following is a specification, the same being a division of my pending application, Serial No. 706,911, filed February 27, 1899.

My present invention has relation to improvements in steam-valves for Corliss e11- g'ines, and more particularly for the steamadmission valves thereof.

The principal objects of my invention are the obviating of twisting stresses in the valvestem and steam-lever and the prevention of destructive stresses at the valve-bonnet due to changes in dimension following temperature variations in the engine as a whole.

Myinvention is illustrated in its preferred embodiment in the accompanying drawings,

wherein Figure 1 is an end view of a Corliss admission-valve embodying my invention. Fig. 2 is an elevation of the same. Fig. 3 is a plan view thereof. Fig. 4 is a sectional view of the dash-pot. Fig. 5 is a horizontal sectional view, and Fig. 6 is a perspective View on a smaller scale, of one form of Corliss engine embodying my improvements.

The usual bonnet is shown at 1, adapted to protect the opening through which the valvestem projects from the steam-cylinder, the same being attached to the cylinder by means of the flange 2 or otherwise. The valve-stem is shown at 3 and the steam-leverat 4.

I prefer to use a vacuum dash-pot 5 for closing the steam-valve, the preferred construction of which is shown in Fig. 4. In this figure the dash-pot cylinder is shown at 5, and within it is the close-fitting plunger 6. The plunger is connected to the steam-lever I by means of the dash-pot rod 7, connected to the plunger preferably through a ball-and-socket jOiIlt 8. v

As clearly shown in Figs. 2 and 3, I pivot the upper end of the dash-pot rod to the pin 9 within a median aperture in the outer end of the steam lever. The strains exerted through the dash-pot rod and lover are often very considerable, particularly in high-speed (No model.)

engines, and this mode of pivoting avoids any twisting effect at the pin.

Owing to variations in lubrication, in packing, and in steam-pressure the appropriate valve-closing force varies considerably. I therefore prefer to proportion the area of the plunger 6 so as to aiford an excess of effort with complete vacuum and then provide an opening with a valve 10, whereby the vacuum produced behind the plunger 6 on upward movement may be impaired to a variable and controllable extent. The small amount of air thus admitted is available for cushioning when the plunger descends.

In engines built according to former types of construction there is always a reaction between the steam-lever and dash-pot, passing around through the bonnet and steam-cylinder to the point of attachment to the dashpot. In order to make these strains self-contained, so that they do not pass through joints or from one piece of mechanism to another, and at the same time to avoid twisting'and cantaliver strains on the valve-stem, I attach the dash-pot to the bonnet of the admissionvalve, I attach the steam-lever to the valvestem between two bearin gs 11 and 12 for said valve-stem, and I attach the plunger-rod to the steam-lever in the median vertical plane of the latter, all as best shown-in Figs. 2 and 5.

In my preferred construction I employ a supporting-arm on the bonnet of the admission-valve, and upon the said arm is borne the dashpot, which governs said admissionvalve. The supporting-arm is shown at 13 in Figs. 1, 4, and 6 particularly. By this arrangement the likelihood of variations in distance between the valve-stem and dash-pot due to changes in temperature is reduced to a minimum. These variations when they occur give rise to leakage and other serious difficulties and accidents. Furthermore, this arrangement confines all reactions between the valve parts to small compass easily reached.

As' plainly shown in Figs. 2 and 5, the bonnet affords an inner and an outer bearing for the valve-stem, as indicated at 14 and 15. By overcoming cantaliver strains on the valve stem this construction reduces .the danger of accidents and defects in operation due to bending or breaking at this point.

I prefer to employ a bifurcated end 17 on sion-valve, a bonnet therefor having a dethe steam-lever and to let the forked end pending arm, a rotatable valve-stem and a I0 straddle the upper extremity of the plunger steam-lever thereon; in combination with a 16. By this means the plunger strains are dasl1-pot carried by said depending arm. 5 brought in the vertical median plane of the HENRY M. LANE.

steam-lever and twisting effort is avoided. Witnesses:

hat I claim is- \V. S. NOURSE, In an engine of the Corliss type, an adlnis- .T. J. TICK. 

